GB2243353A

GB2243353A - Relative arrangement of steering rack and transfer pinion in a four-wheel drive vehicle with transverse front engine

Info

Publication number: GB2243353A
Application number: GB9106196A
Authority: GB
Inventors: Kiyoshi Sagara
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 1990-04-24
Filing date: 1991-03-22
Publication date: 1991-10-30
Also published as: DE4113109A1; GB9106196D0; JPH045167A; US5143168A

Abstract

The vehicle has a transversely mounted front engine (24) and transaxle (20) and the axis L2 of the rear wheel drive transfer pinion (14) is disposed higher than the axis of a transfer ring gear (12) or differential gear (28) of the transaxle (20) and the steering gear rack (10) is disposed lower than the transfer pinion (14). This arrangement causes less variation of toe-in and hence less variation of roll steer during suspension movements thereby improving steering characteristics and running stability. <IMAGE>

Description

STEERING GEAR RACK AND TRANSFER PINION ARRANGEMENT FOR FOUR-WHEEL DRIVE

VEHICLE DERIVED FROM TRANSVERSELY MOUNTED FRONT ENGINE-FRONT DRIVE SYSTEM The present invention relates in general to a four-wheel drive vehicle derived from a transversely mounted front engine-front drive system and more particularly to a steering gear rack and transfer pinion arrangement for such a four-wheel drive vehicle.

An example of a prior art steering gear rack and transfer pinion arrangement for a four-wheel drive vehicle of the above described kind is shown in Fig. 3. In this arrangement, a steering gear rack 10 is disposed lower than an axis Ll of a transfer ring gear 12 and an axis L2 of a transfer pinion 14 or a propeller shaft 16. The axes Ll and L2 are disposed at substantially the same level or the same height above the ground. L3 is a level representing an upper termination of a ground clearance of a front suspension lower control arm 18. 18a and 18b indicate a front pivot and rear pivot of the lower control arm 18, respectively.

Another example of a prior.art steering gear rack and transfer pinion arrangement is shown in Fig. 4. In this arrangement, the axis L2 of the transfer pinion 14 or propeller shaft 16 is disposed lower than the axis Ll of the transfer ring gear 12, i.e., the axis L2 is offset downwards from the axis Ll by a distance 01.

is A problem of the arrangement of Fig. 3 is that due to the disposition of the steering gear rack 10 at a location lower than the axes Ll and L2, an engine (not shown), transaxle 20, etc. are necessarily disposed at high levels-above the ground, i.e., necessarily disposed to have large ground clearances, resulting in the necessity of disposing a hood at a correspondingly high level above---the ground.

This problem can be solved by the arrangement of Fig. 4. However, this arrangement is disadvantageous since,due to the disposition of the steering gear rack 10 above the propeller shaft 16, it causes a large roll steer, thus deteriorating the steering characteristics and therefore the running stability of the vehicle.

In accordance with the present invention, there is provided an improved four-wheel drive vehicle which comprises an engine transversely mounted at a front, a transaxle joined with the engine to constitute a power unit and having a differential gear for transmitting engine power to front wheels, a transfer ring gear operatively connected with the transaxle for taking out engine power therefrom, a transfer pinion meshing with the tranfer ring gear for transmitting engine power to rear wheels, and a steering gear rack adjacent-to the transfer pinion. The above structure may follow the convention fashion.

In accordance with the present invention, an axis of the transfer pinion is disposed higher than an axis of the transfer ring gear, and the steering gear rack is disposed lower than the transfer pinion.

The above arrangement of this invention can J 1 solve the above noted problems inherent in the prior art arrangements.

It is possible in accordance with the present invention to provide a fourwheel drive vehicle incorporating a steering gear rack and transfer pinion arrangement which makes it easy to dispose a steering gear rack between a transfer pinion and a lower control arm of a front suspension, without increasing the ground clearance of a power unit, etc. or without deteriorating the steering characteristics.

-It is also possible in accordance with the invention to provide a fourwheel drive vehicle incorporatinq a steering gear rack and transfer pinion arrangement of the above described character which can increase'the design freedom of the vehicle.

It is also possible in accordance with the invention to provide a four-wheel drive vehicle incorporating a steering gear rack and transfer pinion arrangement of the above described character which can improve the running stability of the vehicle.

In the accompanying drawings:

Fig. 1 is a schematic side elevational view of a four-wheel drive vehicle incorporating a steering gear rack and transfer pinion arrangement according to the present invention; Fig. 2 is a graph of steering characteristics attained by the arrangement of Fig. 1, together with those attained by the arrangements of Figs. 3 and 4 for comparision; Fig. 3 is a schematic side elevational view of a prior art steering gear rack and transfer pinion arrangement; and

Fig. 4 is a view similar to Fig. 3 but shows another prior art steering gear rack and transfer pinion arrangement. DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to Fig. 1, in which like or corresponding parts to those of the prior art arrangements of Figs. 3 and 4 are designated by the same reference characters, a four-wheel drive vehicle 22 includesan engine 24 which is transversely mounted at the front thereof and joined with a transaxle 20 to constitute a power unit 26. Engine power is transferred through a differential gear 28 of the transaxle 20 to front wheels 30 and through a transfer ring gear 12, a transfer pinion 14 meshed with the transfer ring gear 12, a propeller shaft 16, etc. to rear wheels 32. The transfer ring gear 12 is disposed coaxially with the differential gear 28 of transaxle 20 and drivingly connected to a transmission section of the transaxle 20. The transfer pinion 14 is conqected to the propeller shaft 16 by way of a joint 34 such as a universal joint. A front suspension 36 includes a lower control arm 18 disposed higher than a predetermined level-above-the-ground L3. A steering gear 37 is of the rack and pinion type and includes a steering gear rack 10 disposed between a transfer casing 20a and the lower control arm 18 of the front suspension 36 and elongated transversely of the vehicle 22. The transfer casing 20a receives therewithin the transfer pinion 14 and is secured to a casing 20b of the transaxle 20. The steering gear 37 further includesa steering gear pinion 38 rotatable with a steering wheel (not shown) and meshed with the steering gear rack 10 such that rotation of the steering gear pinion 38 causes the steering gear rack to reciprocate transversely of the vehicle 22 for thereby causing the front wheels 30 to swivel to the left and right.

More specifically, the differential gear 28 Js arranged to have itsaxis extending transversely of the vehicle 22. In this connection, the axis L1 of the transfer ring gear 12 extends transversely of the vehicle 22 while the axis L2 of the transfer pinion 14 extends longitudinally of the vehicle 22. P1 indicates the engine centre or crankshaft centre.

The above structure may be obtained in the conventional manner. In accordance with the present invention, the axis Ll of the transfer ring gear 12 coaxial with the differential gear 28 of the.transaxle 20 is disposed lower than the axis L2 of the transfer pinion 14, that is, the axes Ll and L2 are vertically offset by a predetermined distance a2 in such a way that the axis L2 is located higher than the axis Ll.

From the foregoing, it will be understood that the arrangement of this invention makes it possible to form a larger or increased space between the traisfer casing 20a and the lower control arm 18 of the front suspension 38, thus making it easy to dispose the steering gear rack 10 between the transfer casing 20a and the lower control arm 18 of the front suspension 38, without increasing the ground clearance or height above the ground of the power unit 26, hood etc. The engine 24, transaxle 20, etc. can therefore be disposed at lower levels-above-the-ground, thus making it possible to lower the level-above-the-ground of the hood, i.e., making it possible to increase the design freedom of the vehicle.

It will be further understood that since the steering gear rack 10 is disposed lower than the axis L2 of the transfer pinion 14 or propeller shaft 16 the steering gear rack and transfer pinion arrangement of this invention does not cause an undesirable large roll steer, which will be described hereinbelow with reference to the graph of Fig. 2.

Referring to Fig. 2, a solid line curve represents steering characteristics attained by the steering gear rack and transfer pinion arrangement of this invention, a one-dot chain line curve () represents steering characteristics attained by the steering gear rack and transfer pinion arrangement of Fig. 3, and a dotted line curve (5) represents steering characteristics attained by the arrangement of Fig. 4.

As will be seen from this graph, as compared with the prior art arrangements of Figs. 3 and 4, the arrangement of this invention can cause less variation of toe-in and therefore less variation of roll steer in response to a wheel stroke, i.e., movement of a wheel toward and away from a vehicle body. In this connection, "bump" is used for indicating movement of a wheel toward a vehicle body and "rebound" for movement of a wheel away from a vehicle body.

11 1

Claims

Claims:

1. A four-wheel drive vehicle including: an engine transversely mounted at the front; a transaxle joined with the engine to constitute a power unit and having a differential gear for transmitting engine power to front wheels; a transfer ring gear operatively connected with the transaxle for taking out engine power therefrom; a transfer pinion meshing with the transfer ring gear for transmitting engine power to rear wheels; and a steering gear rack adjacent to the transfer pinion; the axis of the transfer pinion being disposed higher than the axis of the transfer ring gear, and the steering gear rack being disposed lower than the transfer pinion.

2. A vehicle as claimed in claim 1, including a front suspension having a lower control arm, the steering gear rack being disposed between the lower control arm and the transfer pinion.

3. A vehicle as claimed in claim 2, including a transfer casing receiving therewithin the transfer pinion and attached to a casing of the transaxle, the steering gear rack being disposed between the lower control arm and the transfer casing.

4. A vehicle as claimed in any preceding claim, wherein the steering gear rack is elongated transversely of the vehicle.

5. A vehicle as claimed in any preceding claim, wherein the transfer ring gear is drivingly connected with the transaxle.

C.

6. A vehicle as claimed in any preceding claim, wherein the differential gear is disposed to have its axis extending transversely of the vehicle.

7. A vehicle as claimed in any preceding claim, wherein the axis of the transfer pinion extends longitudinally of the vehicle.

8. A vehicle as claimed in any preceding claim, including a propeller shaft drivingly connected with the transfer pinion.

9. A four-wheel drive vehicle substantially as described with reference to, and as shown in, Figure 1 of the accompanying drawings.

Published 199 1 at The patent office, Concept House. Cardiff Road, Newport. Gwent NP9 I RH. Further copies may be obtained from Sales Branch. Unit 6. Nine Mile Point, Cwmfelinfach. Cross Keys. Newport. NPI. 7HZ. Printed by Multiplex techniques lid. St Mary Cray. Kent.